Outboard marine motor



Oct. 29, 1929. J, V, RICE, ,JR 1,733,361

OUTBOARD MARINE MOTOR Filed Dec. 9, 1927 4 Sheets-Sheet 2 ATTORN EY oct. 29, 1929. 1v. RICE, JR 1,733,361

OUTBOARD MARINE MOTOR Filed Deo. 9, 1.927 4 Sheets-Sheet ab ATTORNEY oct. 29, 1929 J, v RIQE, JR 1,733,361

OUTBOARD MARINE MOTOR Filed Dec. 9, 1927 4 Sheets-Sheet 4 ATTORNEY Patented ct. 29, 1929 UNITED 'STATES `OFFICE JOHN V. RICE, JB., F BORDENTOWN, NEW JERSEY, ASSIIG\1\`I'OIR TO IRICIHLARI)v C. SCHWOERER, 0F PHILADELPHIA', PENNSYLV'ANIA OUTBOARD MARINE MOTOR Application led December 9, 1927. Serial No. 238,736.

This invention refers to certain new and useful improvements in marine motors of the kind commonly denominated as outboard motors or Outrigger motors that are adapted for use particularly with racing boats or other small watercraft in the operation of which a very great rate of speed is at-ttained, the

motor being hung upon the stern at a suitable clearance therefrom and having in its own unitary combination the motor, propeller and rudder.

My leading objects are to promote speed, provide easy and leffective reversing means under all conditions, prevent the breaking of the main shaft when anything clogs the propeller and arrests its revolution, simplify the combination of parts and enable the driving energy to be developed with a very small amount of fuel in proportion to the power generated; furnish simple means for attaching or detaching and reversing the position of the motor on the bats stern, permit the quick substitution of new parts when needed, and other quite obvious objects.

For these and manifold other purposes `which will appear as I describe one of the preferred embodiments of the invention, I premise my detaileddescription with the statement that the invention may be said to consist essentially in the construction, arrangement, and combination of parts, substantally as will be hereinafterdescribed and claimed.

In the accompanying drawing illustrating my invention:

Figure 1 is a longitudinal vertical section of my improved gasoline overhung marine.

Figure 6 is a horizontal sectional plan View midway through the cylinders Figure 7 is an enlar ed side elevational view similar lto a part olf Figure l, of an alternative means for supporting the motor in a reversed position so that it may drive backward instead of forward.

Figure 8 is a top plan view of the same. i

Figure 9is a partial elevational view ofthe alternative form, similar to the view of the other form in Figure 3, the mechanism being shown off the boat.

Like characters of reference denote like parts throughout all the different gures of the drawing.

The main mechanical engine theme employed by me for driving the propeller in a speed or other boat is a multicylinder internal combustion engine located cross-wise or transversely at right angles to the main engine shaft, which 'latter-is in line with the sections of the engine crankshaft, there being a species of yielding means between two of these sections serving as an elastic connection to prevent unyielding action of the propeller when caught or fouled, permitting the engine to run even though the propeller is held stationary, whereby I prevent accidents and allow an easy and adaptable revolution of the shafting and engine elements and connections.

There may be any number of the explosion cylinders 1 containing pistons 2. In the present embodiment of the invention as illustrated I have shown two cylinders'l, situated opposite to each other, but there may be any number, either multiples of two or three. or any other number. The cylinders 1 are combined with the central crank case 3, having an interior fuel chamber 4 with a fuel inlet 5, to which leads a fuel supply, and a carbureting means 6 that is connected with the gasoline tank 7 on the side of the main frame of the motor and having filling cap 8. The inlet 5 delivers through passages 90 into the fuel chamber 4. The pistons 2 have piston or connecting rods 9 pivotally attached V thereto by means of the vpins 10, said rods 9 being also pivoted at their opposite ends by pivots 11 to the crank arms 12 which are connected yto the main engine crank shaft sections 13 and 14. These shaft sections 13 and 14 are axially aligned with each other and are supported in bearings in the castings or plurality of castings that enclose the crank or fuel chamber 4, the wall of said chamber being composed 4of several parts if preferred for convenience; thus the main section 3 of said chamber wall, as indicated in Figures 1 and 2, has a cover casting 15 bolted at one side thereof which provides a bearing for shaft section '13, and opposite thereto the i Each cylinder has an exhaust opening 16 from at the ends of passages 90 are covered. When which pipes'17, 17, run into 'the muflier drum 18, with exhaustoutlets 18, the details of which muflier may be of any well-known kind and need not be shown. -Each cylinder also has a port or plurality of inlet ports 19 that open into theexplosion bore 20 of the cylinder between the piston 2 and the .cylinder head, and through these ports 19 the fuelmixture flows into explosion chambers 2O from the fuel chamber 4. Each cylinder 1 also has a port or series of outlet ports 19a in the opposite wallof the cylinder, opposite the inlet ports-19 opening out into the exhaust outlet 16. By referring to Figure 6 it will be seen that the fuel supply passages 90 open into the central fuel chamber 4 when the pistons 2 reach their extreme limit in the heads of the cylinders 1. During the remainder of the piston movement the ports the pistons are at the other end of their stroke, as seen in Figure 2, the ports 19`establish communication between the'supply chamber 4 and the explosion chambers 20, so -that a new charge is introduced, and at this same time the exhaust' ports 19El are open. The innerends of pistons 2 may have a ported skirt tocoincide at this time with the end of ports 19 nearest chamber 4, and thus give construction and preferably has a frame 24 a more exact plston movement. Inthe explosion chambers 2O are spark plugs 21 wired by conductor 22 to the coils 23 of magneto 24. The pistons 2 Aare preferably made hollow'and with a central projection 2a from which'vinclined surfaces lead to the perimeter of the pistons. The explosions occur in both cylinders simultaneously. When the explosion occurs'in chamber 20 by the ignition of the-charge therein previously compressed by the movement of piston 2 towards the cylin- A der head, the piston' will travel quickly to theother end of the cylinder and uncover ports 19 to admit a new charge on top of the exhaust of the spent produc s o f the explosion through ports 19,L that are uncovered at the same time. See Figure 2. During this operation the piston projection 2**L functions to divide the outgoing burnt gases from the new incoming charge and the inclined surfaces guide the incoming and outgoing gases, in the proper direction. Both cylinders'operate alike and -the explosions in both take place simultaneously so that the shaft sections 13 and 14 rotate in unison in the axis of the machine. `As soon as the explosion chambers 2O receive a new charge the return of the pistons compresses the charge in each chamber, and also the suction of the pistons in this movement draws in more fuel through intake 5 and passages 90 into the fuel supply chamber 4 l The cylinders 1 are in the same transverse plane and placed end to end, the piston rods 9 being preferably curved to bring the cylinders thus into line, and they are preferably covered or housed within an outer drum 25,

i 25 has openings to give access to said plugs and contiguous parts, said openings having covers 26. The'drum 25 is open at the thinner or smaller end adjoining casting 3 so that the cooling draft generated by the fan may flow through alongside ofthe heated cylinders, see Figures 1 and 2. The magneto 24 is preferably provided with a contact device, circuit closer, or other electric control 85, easy to manipulate, for shutting off thev engine or controlling the ignition, and the details of thismay vary widely, and I mean only to indicate some conventional form of this device.

Within the drum 2 which is suitably shaped to receive it is the magneto towhich I -am alluding and which is of any preferred wliich is integral With central hub 24, which in conjunction' with crank case cover plate 15 provides a rigid securely-packed station` ary bearing, including a ball or roller bearing for the main shaft section 13. Surroundingv main 'magneto or ignition device 24 is a casing -28 whose hub'is keyed firmly to the end of' shaft section 13 so as to be revolved thereby. An outer peripheral band 29 attached to cylindrical casing` 28 carries a 'series of fan blades 30 which lie between said band 29 and a concentric outer band 31 I' that revolves within drum 25, the fan being protected by 'the screen or wire mesh outer The detailed construction cover 32 attached to any suitable rigid cover, as for example the edge of the upper open end of drum 25, The fan therefore generates a volume of air pressure that flows through drum 25 and acts against the cylinders 1 and other parts to cool the same. of the fan may vary Widely. The use of air cooling for the motor in a marine engine of this kind is very.

important and useful and presents large and substantial novelty. While the screen 32 has its outer periphery attached to drum 25, its inner circular edge, it being of annular form, is allowed to loosely surround the starter mechanism, which is covered by a convex or dome shaped plate 33 forming the middle part of a handle frame 34, whose ends at 35 are fastened to the edge of drum 25, and

. having handles 36, see Figure 2, while the inner face of drum 37 that encircles drum 40,

central dome proper 33'covers the revolving starter drum 37 having a central hub 38 by means of which it is revolvably mounted on a stationary journal or pin 39 bolted or fixed centrally in handle frame 34. Secured to the fan drum 28and also to the end of main shaft 13 is an inner starter drum 40 which is concentric with main starter drum 37. A suitable clutch device is used to connect the concentric drums 37 and 40 consisting of balls or rollers 41 that let into angular notches in the outer face of drum 40 orA the the same being a well known form of ball or roller clutch, so Vthat when the, drum 37 is rotated in one direction the roller clutch will cause drum 37 to engage or grip drum 40 and revolve it, and when the drum 37 revolves in the opposite direction' the rollers will unclutch and will release the drums 39 and 40 from each other. Drum 37 has a channel or groove on its outer surface in which winds a cord or cable 43 having one end attached to drum 37 and the other provided with a handle 44, the cord running out through a supporting guide 45, to bring it into a convenient position to be grasped for use. By pulling on the handle 44 the cable 43 will rotate drum 37, which, being clutched to drum 40, will to the shaft 13, the pistons and other parts, so that the engine may begin to function and cause the continued rotation of said main shaft and the operation of the propeller. After the cord 43 has been pulled out to its full length, an internal coiled spring 42 with one end attached to the inside of drum 37 and the other end attached to the stationary pin 39 on handle 34, on which pin the convex main starter drum 37 is journaled, will operate to return the drum 37 to its former position, winding up the cord 43 again in its groove so that it will be ready for another pull.l Every time the cord 43 is pulled out the spring 42 will be coiled up so as to be ready to rotate drum 37 back. A few pulls,

give an initial rotary impulse= perhaps one, -will be sufficient to start the engine. Thus I furnish a simple but very efficient starter for my marine motor.

Referring to Figure 5 the cable guide 45 is shown provided with a short tube 45a that telescopes with a tube 89 that forms part of handle 44. Within the telescoping tubes 45a and 89 is a spring 88 surrounding the portion of cable 43 in said tubes and tensioned against the inner ends of the tubes. Spring 88 forms a safety device to take up the rebound in case the first explosions exert such a sudden strain on the cable as to pull and otherwise break handle 44 or other parts.

The casting 3 of crank case 4 has at the bottom a suitable bearing construction includingja ball bearing for the main shaft section 14. Said casting 3 is fianged or otherwise shaped at`93 to permit a casing 46 to be -bolted thereto by bolts 47 passing through flange 94 on casing 46 and also the fiange 93, said casing having a generally cylindrical shape and being vertically below the crank chamber.

Inside ofcasing 46 the lower end of the shaft section 14 enters a bearing block 48 in which it is securely held by a set screw or bolt 49. The block 48 has a recessed frame 50 bolted thereto by bolts 51 and provided with an interior chamber 52. In the upper part of chamber 52 is a block 53 provided with an upper V-shaped rib, flange, or projection 54 that enters a correspondingly-shaped groove or recess'on the under side of the bearing block 48, the rib or projection 54 being urged closely into the said V-recess by means of a spring 55 bearing against the underl side of block 53, which spring 55 is seated in the tion of casting 50. Thus the two members 48 and 53 are securely connected together so that they may rotate in unison, but the connection between them is more or less elastic so that it may yield if an obstacle temporarily gets in the way of the propeller, as I shall presently explain more fully.

The block 53 has an angular bore therein which is slidably entered by the upper squared or angular end of the vertical shaft 56, which is another section of the engine crank shaft being in line with sections 13 and 14. The revolution of the engine shaft 14 will obviously through the connecting blocks 48 and 53 rotate the shaft 56, but if an agency interposes to hold the shaft 56 stationary the engine shaft 14 will continue to revolve, for rotatable block 48 will ride over the temporarily stationary block 53, since the angular projection 54 in the angular recess in block 48 permits the-block 48 to rotate on block 53 when the latter is arrested.

.The members 48 and 53 which are thus yieldingly joined together to permit a certain elasticity, together constitute a connection between the main shaft section 14 and `lower part of chamber 52 on the bottom sec- 57 with chamber 46 is to provide the lower side of chamber 46 with a tube 46 and cause the top end of tube 57 to telescope tightly therein; while the lower end of tube 57 telescopes tightly in the upright tubular part 58 of a submergible rudder frame 59 which has a chamber 60, formed in any desirable way, as for example by securing' a plate 61 to the frame 59 and then attaching a cover 62 to the outside of the chamber 60, in which cover is a bearing 63 for the horizontal shaft 6'4 of the propeller 65.

The tube 57 is bolted within tube 46EL by means of bolts 86; and the other end of tube 57 is bolted in tubular part 58 by means of bolts 84; this being one convenient Way of arranging the parts.

The long vertical engine shaft 56 that is housed as described has its upper end squared or angularly shaped t0 enter a square or other recess in the under side of yielding block 48; and the lower end of this shaft is held in a ball bearing 66 in housing 58 and carries a bevel pinion 67, which meshes with another bevel pinion 68 onthe propeller shaft 64.

' The shaft 64 is carried in the ball bearings 69 and 70, the latterbeing combined with bearing 63. Further the frame 59 and its subframe 61 may have rudder blades or. flukes 71,72, and 99 projecting in any direction to facilitatethe steering movement and operation in the water.

On shaft 64 is the screw blade propeller 65, having blades of any number and design. The shaft 56 which is a part of and is actuated by the rest of the main engine crank shaft as described transmits motion to the vpropeller shaft and turns the screw in the usual manner and will drive the boat forward or back, accordingly as the screw is placed.

Obviously this outboard motor may be hung on the stern of any kind of craft with which it may be found acceptable, preferably the smaller speed craft,.of which I indicate A as an example, having stern board A1. The motor is supported on the rear of board A1 -by means of the arms B provided with clamps 73 that screw against the lnside of stern A1, said arms B being bent over stern A1 and being formed with a frame B1 that binds against the outside of stern A1, see Figures l and 2. In this clamping frame is a horizontal pin 74 that serves as a journal on which is hung the eye C1 of a ring D that encircles casing 46 within a horlzontal outer groove 83, so that said casing 46 and the en tire motor unit may be rotated horizontally within ring D, while also the motor unit may be deflected backward or forward from the perpendicular by moving it on journal 74 as a pivot, it being noted that the eye C1 has ears that are bolted adjustably together by bolt 7 5 so as to tighten member C1 or loosen it on journal 74.

It must also be noted that the arms B and frame B1 are integral with sleeves C, C, in which the pin 74 is carried, and the movable or adjustable eye bearing C1 on rin D surrounds pin 74 between sleeves C, Further the ring D is adjustable on casing 46. and has ears and bolts 91 so it may be loosened or tightened.

The stationary clamping frame B, B1, that operates astride the stern, has the lower end provided with a rearwardly projecting horizontally curved arm E, or pair of parallel arms E, E, whose inner ends are secured to frame B1 by bolts 82 82. The arms E, E, extend on opposite sides of housing tube 57, see Figures 1 and 4. They are each rovided with a series of perforations 87, t ose in one arm being opposite to those in the other, and a fastenin pin 81 passes through any two opposite per orations and a perforation in an intermediate block 80 that carries a pin 79, the latter being a short pin that projects downwardly. I am now descrbing the means for reversely 'operating the propeller, as said means appears in Figures 1, 2, 3, and 4. An alternative means is shown in Figures 7, 8, and 9.

Further referring to Figures 1 4, it will be v78, and groove 77 is engaged by the pin 79 When the motor is reversed for backing.

The handle 27 may be termed the steering handle, as it is commonly used for that purpose, while the pair of fixed handles 36 at the top of the motor are used for reversing the motor. In Figure 1 themotor is carried hung at the stern of the boat with all the parts in the properl position so that when the engine is operatin it will drive the propeller so as to propel t 1e boat ahead. To this end the proper adjustments have first been made. The clamping frame is clamped to the stern, with the arms E projecting rearwardly, and the thrust `block 80 is held in the proper position by pin 81 passing through coincident holes so that the shaft housing 57 may have the desired perpendicularity and may bear against block 80, while the pin 79 sustains the thrust of the disc shoulder 78 against it. The shoulder 78 has enough arc length to allow of as much movement as ordinary turning in steeringvmay require. The perpendicus 79, and 7 8. In steering the handle 27 turns the motor in a horizontal plane by causing ring D to rotate more or less in groove 83.

Now we will next see what happens in changing the position of the various parts in reversing. The operator lays hold of handle 36 and gives the motor aturn of one-half of a circle, so as to bring the propeller from the rear position in Figure l to the front position in Figure 7, in which-latter position it is qualified to drive the boat astern. In turning the device around the pin 7 9 slips from shoulder 78 into the groove 77 of disc 76, so that the thrust of the propeller, being opposite to what it is in Figure 1, the strain of its pull will come on the pin in the slot, for the tubular housing 57 is now being urged awav from the `block 80, as the propeller draws the boat A back, instead of against it as when the propeller is driving forwardly. i

While the disc and pin device will serve effectively, I offer in Figures 7, 8, and 9, a

substitute device, which has many meritori ous features and may be employed with `great advantage in many places.' In this specimen the propeller, its frame, the rudder,

the boat, the clamping frame, having rear arms E, and many other parts are the same as in the other specimen, but there are numerous different parts. Thus. instead of pin-provided bloclr 80 I use a block' 80* which has no pin. This block 80Il sustains the propeller thrust and enables the motor to maintain its perpendicularity at a suitable distance from the stern in propelling forward. but when the propeller is reversed, the block 80 for the time eing has no function.

The casings 3 and 46 in this/type of motor are the same as before, casing 3 having flange 93 and casing 46 having iange 94, theseilanges being bolted together by bolts 47. One or the other of the flanges may however be some-V what modified, as for instance the'flange 94 is made half size,and in place of the other half a large semicircular plate 92 is substituted and firmly held bolted to flange93-j This horizontal plate normally occupies the position shown in Figure 8, but it is large enough to reach overand above the clamping frame when the motor is rotated into the reversing position, see Figure 7 The function of plate 92 in this position is to reston lugs 96 rojecting from collars 95 which have lugs holted together by bolts 98, and which collars are clamped tightly on the ends of a tubular 'journal pin 74s that I substitute for the solid pin 74 of the other form of the invention. These collars can be adjusted so as t0 bring their lugs 96 to exactly the right level before tightening the bolts 98. Then if the motor be is easily attached to or detached from any,

kind of water-craft; it is steered with accu- -racy and despatch; it is reversed neatly and surely so that the propeller operates to drive it in either direction as desired; it adjusts in a vertical or a horizontal plane, so as to cause it to overhang at the proper angle, and to reverse in the right direction; and especially the combination vwith the motive power of suitable fans to secure a perfectly air cooled vmotor in `a marine engine, are all important features on which I base a fundamental claim.

What I claim is:

In a device of the class described, the combination of a vertical outboard motor includinga frame member having an encircling groove, a rlng -1n said groove sothat the 'grooved member may be rotated in the ring;l

said ring having a perforated projection, a

clamping frame secured on the stern of a boat and having an upper bearing, a journal in said bearing andI perforated projection` on which journal theinotor may be adjusted with reference to its perpendicularity and horizontal distance and angle fromthe stern, and an outwardly extending means from the lower rear` part of the clamping frame having arms on opposite sides of the motor construction, a block in said arms having a pin, and a disc on the motor construction with a4 groove therein engaged by the pin at one time and a shoulder engaged by the pin at yanother time aocordingly as the grooved motor frame member is rotated in the aforesaid ring.`

In testimony. whereof -I hereunto aiix my 

